Landing pad for autonomous vehicles

ABSTRACT

Each of a plurality of landing pads is sized and shaped to accommodate an AV. Landing pad sensor(s) are located in or around each landing pad. A control subsystem receives landing pad sensor data from the one or more landing pad sensors and receives, from a first AV traveling to a location of the plurality of landing pads, a request for an assigned landing pad in which the first AV should park. In response to this request, the control subsystem determines, based on the received landing pad sensor data, whether a first landing pad is free of obstructions that would prevent receipt of the first AV. If the first landing pad is free of obstructions, an indication is provided to the AV that the first landing pad is the assigned landing pad.

TECHNICAL FIELD

The present disclosure relates generally to autonomous vehicles. Moreparticularly, in certain embodiments, the present disclosure is relatedto a landing pad for autonomous vehicles.

BACKGROUND

One aim of autonomous vehicle technology is to provide vehicles that cansafely navigate towards a destination with limited or no driverassistance. In some cases, an autonomous vehicle may allow a driver tooperate the autonomous vehicle as a conventional vehicle by controllingthe steering, throttle, clutch, gear shifter, and/or other vehiclecontrol devices. In other cases, a driver may engage the autonomousvehicle navigation technology to allow the vehicle to driveautonomously. There exists a need to operate autonomous vehicles moresafely and reliably.

SUMMARY

In an embodiment, a launchpad is sized and shaped to accommodate anautonomous vehicle (AV). The AV includes at least one vehicle sensorthat is located on the AV and configured to observe a field-of-view thatincludes a region in front of the AV. The launchpad includes one or morelaunchpad sensors located on or around the launchpad. Each launchpadsensor is configured to observe at least a portion of the launchpad. Acontrol subsystem receives launchpad sensor data from the one or morelaunchpad sensors and AV sensor data from the at least one vehiclesensor. A request is received for departure of the AV (i.e., fordeparture away from the launchpad). In response to the request fordeparture, the control subsystem determines, based at least in part uponthe received launchpad sensor data, whether the launchpad is free ofobstructions that would prevent departure from the launchpad. Thecontrol subsystem determines, based at least in part upon the receivedAV sensor data, whether the region in front of the AV is clear ofobstructions that would prevent movement away from the launchpad. If itis determined that both the launchpad is free of obstructions that wouldprevent departure from the launchpad and the region in front of the AVis clear of obstructions that would prevent movement away from thelaunchpad, the AV is permitted to begin driving autonomously. Otherwise,if it is determined that one or both of the launchpad is not free ofobstructions that would prevent departure from the launchpad and theregion in front of the AV is not clear of obstructions that wouldprevent movement away from the launchpad, the AV is prevented frombeginning to drive autonomously.

In another embodiment, each of a plurality of landing pads is sized andshaped to accommodate an AV. The AV includes at least one vehicle sensorlocated on the AV and configured to observe a field-of-view thatincludes a region in front of the AV. One or more landing pad sensorsare located in or around each landing pad. Each landing pad sensor isconfigured to observe at least a portion of the landing pad. A controlsubsystem receives landing pad sensor data from the one or more landingpad sensors and receives, from a first AV traveling to a location of theplurality of landing pads, a request for an assigned landing pad inwhich the first AV should be positioned (e.g., in which the AV shouldcome to a stop or park). In response to receiving the request for theassigned landing pad, the control subsystem determines, based on thereceived landing pad sensor data, whether a first landing pad is free ofobstructions that would prevent receipt of the first AV. If it isdetermined that the first landing pad is free of obstructions that wouldprevent receipt of the first AV, an indication is provided to the AVthat the first landing pad is the assigned landing pad. If it isdetermined that the first landing pad is not free of obstructions thatwould prevent receipt of the first AV, the control subsystem determines,based on the received landing pad sensor data, that a second landing padis free of obstructions that would prevent receipt of the first AV. Inresponse to determining that the second landing pad is free ofobstructions that would prevent receipt of the first AV, an indicationis provided to the AV that the second landing pad is the assignedlanding pad.

In yet another embodiment, an AV includes at least one vehicle sensorthat is located on the AV and configured, when the AV is stopped, toobserve a first field-of-view that includes at least a first portion ofa zone around the stopped AV. A portable device is configured to beoperated by a user at a location where the AV is stopped. A controlsubsystem is communicatively coupled to the AV and the portable device.The control subsystem receives a request to allow restarting of movementof the AV following the AV being stopped. The control subsystem receivesAV sensor data from the at least one vehicle sensor. The controlsubsystem receives a communication from the portable device. Thecommunication from the portable device includes information regardingwhether a second portion of the zone around the AV is free ofobstructions. When combined, the first portion of the zone around thestopped AV and the second portion of the zone around the stopped AVencompass the entire zone around the stopped AV. The control subsystemdetermines, based on the AV sensor data, whether the first portion ofthe zone around the AV is free of obstructions that would preventmovement of the stopped AV and determines, based on the communicationfrom the portable device, whether the second portion of the zone aroundthe stopped AV is free of obstructions that would prevent movement ofthe stopped AV. If it is determined that both the first portion of thezone around the stopped AV and the second portion of the zone around thestopped AV are free of obstructions, the stopped AV is allowed to beginmoving. Otherwise, if it is determined that at least one of the firstportion of the zone around the stopped AV or the second portion of thezone around the stopped AV is not free of obstructions, the stopped AVis prevented from beginning to move.

This disclosure recognizes various problems and previously unmet needsrelated to AV navigation and driving. For example, previous autonomousvehicle navigation technology lacks tools for safely and reliablylaunching of an AV to begin moving along a route. For instance, previoustechnology may require a driver to steer the AV along an initial portionof a route (e.g., until the AV is on an appropriate road for autonomousdriving). As another example, previous autonomous vehicle technologylacks resources for safely and reliably landing an AV at an appropriatelocation when the AV reaches its destination. Using previous technology,a driver typically takes control of the AV to steer the vehicle to anappropriate stopping point. Previous technology also fails to providefor the restarting of the movement of an AV when the AV comes to a stopalong a route, such as when an AV must stop for maintenance or the like

Certain embodiments of this disclosure solve problems of previoustechnology, including those described above, by facilitating theefficient, safe, and reliable launching, landing, and/or re-launching ofautonomous vehicles with little or no intervention by a driver. Forexample, the disclosed systems provide several technical advantages byproviding: 1) a launchpad which facilitates the safe, efficient, andreliable starting or “launching” of an AV to begin moving along a route;2) a landing pad which facilitates the safe and reliable direction of anAV to an appropriate stopping location that is free of obstructions; and3) a mobile AV re-launching system which facilitates the safe andreliable re-launching of a stopped AV such that it may continue movingalong a route following a stop for maintenance or the like. As such,this disclosure may improve the function of computer systems used for AVnavigation during at least a portion of a journey taken by an AV.

In some embodiments, the systems described in this disclosure may beintegrated into a practical application of a launchpad which facilitatesthe efficient, safe, and reliable launching of an AV to begin movingalong a route. A control subsystem, which is in communication withsensors positioned in and/or around the launchpad, uses information fromthese sensors in combination with information from the AV (e.g., datafrom sensors of the AV or in indication of whether the AV detectsobjects in its path) to determine whether the space around the AV issufficiently clear to begin movement. Thus, the launchpad facilitatesthe automatic launching of an AV to begin moving along a route withoutrequiring action by a driver. The launchpad may reduce or eliminatepractical and technical barriers or bottlenecks to safely launchinglarge numbers of autonomous vehicles from busy locations, such as thosecommonly encountered, for example, for the movement of freight and/orpeople. Examples of the launchpad and its operation are described ingreater detail with respect to FIGS. 3 and 4 below.

In other embodiments, the systems described in this disclosure may beintegrated into a practical application of a landing pad whichfacilitates the efficient, safe, and reliable routing and landing (i.e.,parking or stopping) of an AV at an appropriate location that is free ofobstructions. A control subsystem receives information from sensorspositioned in and/or around landing pads and uses this sensorinformation to identify an appropriate landing pad that can safelyreceive an incoming vehicle. If the AV finds that a path or lane leadingto the identified landing pad is obstructed, the control subsystem mayidentify a different landing pad that is free of obstructions and readyto receive the AV. The landing pad may reduce or eliminate practical andtechnical barriers or bottlenecks to safely receiving large numbers ofAVs at a given location, such as a location to which a large volume offreight is transported, with little or no human intervention. Examplesof the landing pad and its operation are described in greater detailwith respect to FIGS. 5 and 6 below.

In yet other embodiments, the systems described in this disclosure maybe integrated into a practical application of a mobile AV re-launchingsystem which facilitates the efficient, safe, and reliable re-startingor re-launching of an AV which has stopped along a route (e.g., formaintenance or the like). A control subsystem receives information froma portable device operated by a user at the location of the stoppedvehicle and information from the stopped AV and uses this combination ofinformation to determine whether the zone or space around the AV is freeof obstructions. If the zone around the stopped AV is free ofobstructions, then it is safe for the AV to begin moving again. In somecases, the information from the portable device may be a confirmation(e.g., provided after a user visually inspects the zone around the AV)that the zone around the back and sides of the AV are free ofobstructions. In some cases, the information from the portable devicemay include images and/or video of the zone around the AV, and thecontrol subsystem may determine whether obstructions are detected in theimages and/or video of the zone. Examples of the mobile AV re-launchingsystem and its operation are described in greater detail with respect toFIGS. 7 and 8 below.

Certain embodiments of this disclosure may include some, all, or none ofthese advantages. These advantages and other features will be moreclearly understood from the following detailed description taken inconjunction with the accompanying drawings and claims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of this disclosure, reference is nowmade to the following brief description, taken in connection with theaccompanying drawings and detailed description, wherein like referencenumerals represent like parts.

FIG. 1 is a schematic diagram of a route traveled by an AV;

FIG. 2 is a schematic diagram illustrating an example of a vehicleterminal at the starting point and/or destination of the routeillustrated in FIG. 1;

FIG. 3 is a schematic diagram of a launchpad according to certainembodiments of this disclosure; FIG. 4 is a flowchart of an examplemethod of operating the launchpad illustrated in FIG. 3;

FIG. 5 is a schematic diagram of landing pads according to certainembodiments of this disclosure;

FIG. 6 is a flowchart of an example method of operating the landing padsillustrated in FIG. 5;

FIG. 7A is a schematic diagram of a mobile re-launching system accordingto certain embodiments of this disclosure;

FIG. 7B is a block diagram of the portable device of FIG. 7A;

FIG. 8 is a flowchart of an example method of operating the mobilere-launching system illustrated in FIG. 7A;

FIG. 9 is a block diagram of an example device configured to implementthe control subsystem of FIGS. 2, 3, 5, and 7A;

FIG. 10 is a diagram of an example autonomous vehicle configured toimplement autonomous driving operations;

FIG. 11 is an example system for providing autonomous driving operationsused by the AV of FIG. 10; and

FIG. 12 is diagram of an in-vehicle control computer included in anautonomous vehicle.

DETAILED DESCRIPTION

As described above, previous technology fails to provide efficient andreliable resources for AV navigation particularly when an AV beginsmoving and/or is arriving at a destination. This disclosure providesvarious systems and devices for improving the navigation of AVs. FIG. 1illustrates a path traveled from a starting point to a destination by anexample autonomous vehicle. FIG. 2 illustrates an example of a terminalat the starting point and/or destination of the route illustrated inFIG. 1. The example terminal illustrated in FIG. 2 includes launchpadsfrom which an AV may safely begin moving along the AV's route andlanding pads at which the AVs may come safely to a stop. FIGS. 3 and 4illustrate an example launchpad and its operation in greater detail.FIGS. 5 and 6 illustrate example landing pads and their operation ingreater detail. As described further below, in some cases an AV may cometo a stop along a route. The mobile AV re-launching system described inthis disclosure facilitates the safe and user-friendly restarting ofmovement (i.e., re-launching) of a stopped AV in such situations. FIGS.7A, 7B, and 8 illustrate an example mobile AV re-launching system, aportable device for use in such a system, and the operation of there-launching system in greater detail. FIG. 9 illustrates an examplecontrol subsystem, which may be used to implement functions associatedwith the launchpads, landing pads, and mobile AV re-launching system.FIGS. 10-12 illustrate an example AV and various systems and devices forimplementing autonomous driving operations by an AV.

Example AV Route and Terminal

FIG. 1 is a schematic diagram of an example route 100, which may betraveled by an autonomous AV 1002 between a first location 102 and asecond location 104. The AV 1002 is described in greater detail belowwith respect to FIG. 10. In brief, the AV 1002 includes a sensorsubsystem 1044 and an in-vehicle control computer 1050 which areoperated to facilitate autonomous driving of the AV 1002. See FIGS.10-12 for further description of the operation of the AV 1002. The firstlocation 102 may be a starting location from which the AV 1002 beginsmoving, and the second location 104 may be a destination to which the AV1002 is instructed to travel. For example, the AV 1002 may be asemi-truck tractor unit which attaches to a trailer to transport cargoor freight from the first location 102 to the second location 104 (seeFIG. 10). In some cases, the AV 1002 may need to make one or more stopsalong the route 100. For example, the AV 1002 may stop at one or moreintermediate locations 106. In such cases, a user 704 (e.g., atechnician servicing the stopped AV 1002) may operate a portable device702 to facilitate the safe re-launching of the AV 1002. Operation of theportable device 702 as part of a mobile AV re-launching system 700 isdescribed in greater detail below with respect to FIGS. 7 and 8.

The first location 102 and/or the second location 104 may include aterminal 200 with launchpads 300 and/or landing pads 500. FIG. 2illustrates an example of a terminal 200 in greater detail. The exampleterminal 200 of FIG. 2 facilitates preparing tractor-unit AVs 1002 forthe transportation of cargo or freight along the route 100,automatically dispatching AVs 1002 from launchpads 300, and safelyreceiving incoming AVs 1002 at appropriate landing pads 500. Theterminal 200 may facilitate the operation of both AVs 1002 (see FIG. 10)and conventional tractor units driven by human drivers.

Still referring to FIG. 2, the example terminal 200 includes a firsttrailer staging zone 202, a fueling zone 204, a tractor staging area206, a second trailer staging zone 208, a control center 210, one ormore vehicle bays 212, pass-through bays 214, a staging and pickup area216, launchpads 300 and associated outbound lanes 222, and landing pads500 and associated inbound lanes 230. The trailer staging zones 202, 208are generally areas within the terminal 200 that are used to storetrailers when not in use or attached to an AV 1002 that is a tractorunit. For example, the first trailer staging zone 202 may store trailersfrom incoming AVs 1002 arriving at the terminal 200, and the secondtrailer staging zone 208 may store outgoing trailers to be attached totractor-unit AVs 1002 that will be launched from the launchpads 300. Thefueling zone 204 is an area of the terminal 200 that includes resourcessuch as fuel pumps for refueling the AVs 1002 and any other vehicleoperating out of the terminal 200. The tractor staging zone 206 isgenerally an area of the terminal 200 that is used to preparetractor-unit AVs 1002 prior to departure of the AVs 1002 to begin travelalong the route 100 of FIG. 1. For example, maintenance and pre-tripdiagnostics/testing may be performed on the AVs 1002 in the tractorstaging zone 206.

The control center 210 is generally a space where administrators of theterminal 200 are located to oversee operations at the terminal 200. Insome embodiments, the control center 210 houses a control subsystem 900which communicates with AVs 1002 and sensors of the launchpads 300 andlanding pads 500 to implement various functions of the launchpads 300and landing pads 500 described in this disclosure (see FIGS. 3-6 andcorresponding description below). While the example of FIG. 2 shows thecontrol subsystem 900 being located within the control center 210, itshould be understood that the control subsystem 900 may be located atany appropriate location and/or may be a distributed computing system.An example of the processor, memory, and interface of the controlsubsystem 900 is described in greater detail below with respect to FIG.9.

The launchpads 300 generally facilitate the safe and efficient automaticdeparture of AVs 1002 from the terminal 200. For example, a launchpad300 may be a physical pad (e.g., constructed of concrete or anyappropriate material) that includes, is embedded with and/or issurrounded by sensors. The various sensors of a launchpad 300 aredescribed in greater detail below with respect to FIG. 3. Sensor signals218 from the launchpad sensors (see FIG. 3 and corresponding descriptionbelow) and sensor signals 220 from an AV 1002 requesting to exit alaunchpad 300 are provided to the control subsystem 900. The controlsubsystem 900 uses the sensor signals 218 from the sensors of thelaunchpad 300 and the sensor signals 220 from the AV 1002 to determinewhether a zone or area around the AV 1002 is free of obstructions. Ifthe zone around the AV 1002 is determined to be free of obstructions,then the control subsystem 900 allows the AV 1002 to begin moving out ofthe launchpad 300. In some cases, the control subsystem 900 may furtherdetermine an outbound lane 222 for the AV 1002 to take to exit theterminal 200 and reach a road used to travel along the route 100. Anexample of a launchpad 300 and its operation in conjunction with anexample AV 1002 and control subsystem 900 are described in greaterdetail below with respect to FIGS. 3 and 4.

The landing pads 500 are generally predefined zones or regions withassociated sensors which are used to determine whether the zone is freeof obstructions which would prevent an AV 1002 from safely arriving atand parking in the zone. For example, a landing pad 500 may be aphysical pad (e.g., constructed of concrete or any appropriate material)that includes, is embedded with and/or is surrounded by sensors. Thevarious sensors which may be included in a landing pad 500 are describedin greater detail below with respect to FIG. 5. While the exampleterminal 200 of FIG. 2 shows separate landing pads 500 and launchpads300, in other embodiments the same structure (i.e., a predefined zonethat includes appropriate sensors for detecting whether the zone is freeof obstructions) may be used as both a landing pad 500 and a launchpad300. Sensor signals 226 from the landing pad sensors (see FIG. 5 andcorresponding description below) are provided to the control subsystem900. The control subsystem 900 uses the sensor signals 226 from thesensors of the landing pad 500 to identify a landing pad 500 that isfree of obstructions and available to receive an incoming AV 1002. Theidentified landing pad 500 is communicated to the incoming AV 1002 suchthat the AV 1002 can safely and efficiently navigate to this landing pad500 which is already known to be free of obstructions, therebysignificantly reducing the complexity of inbound AV 1002 navigation. Ifthe inbound AV 1002 detects an obstruction in the inbound lane 230 thatleads to the identified landing pad 500, the AV 1002 may communicatethis obstruction to the control subsystem 900 (e.g., as AV signal 220),and the control subsystem 900 may identify a new landing pad 500 thatcan be reached using a different inbound lane 230 and is free ofobstructions or a different inbound lane 230 leading to the assignedlanding pad 500. An example of landing pads 500 and their operation inconjunction with an example AV 1002 and control subsystem 900 aredescribed in greater detail below with respect to FIGS. 5 and 6.

Example Launchpad 300 and its Operation

FIG. 3 illustrates an example launchpad 300 in greater detail. Thelaunchpad 300 includes a predefined zone or space (e.g., within theterminal 200 shown in FIGS. 1 and 2) that is sized and shaped toaccommodate an AV 1002 and a set of sensors 302 a-f around the perimeterof or within the launchpad 300. Landing pad 300 may be sized and shapedto fit a tractor-unit AV 1002 and an attached trailer. As an example,the physical extent of the launchpad 300 may be defined at least in partby the sensors 302 a-f located around or within the launchpad 300. Insome embodiments, the launchpad 300 includes a physical pad (e.g., aconcrete pad). In some embodiments, the launchpad 300 includes physicalmarkers (e.g., painted lines) around one or more edges or the perimeterof the launchpad 300.

The sensors 302 a-f of the launchpad 300 include any sensors capable ofdetecting objects, motion, and/or sound which may be associated with thepresence of an obstruction 306, 308 within the zone of the launchpad300. For example, the sensors 302 may include cameras, LiDAR sensors,motion sensors, infrared sensors, and the like. The launchpad 300generally includes a sensor 302 a-d at each corner of the launchpad 300(i.e., in each corner of the example rectangular launchpad 300illustrated in FIG. 3). In some embodiments, the launchpad 300 mayinclude additional sensors 302 e and/or 302 f at intermediate positions(e.g., along the length of the launchpad 300) to provide a view fordetecting obstructions 306, 308 in regions of the launchpad 300 that aremore distant from sensors 302 a-d (e.g., regions near the center of thelaunchpad 300 which may not be visible because of the presence of the AV1002).

One or more of the sensors 302 a-f may be positioned at various heightsrelative to the ground, for example, by attaching the sensors 302 a-f toa support structure, such as a pole. Positioning sensors 302 a-f abovethe ground may provide for improved detection of obstructions 306, 308that are above the ground such as objects attached to the side of an AV1002, animals on or around the AV 1002, and the like. In someembodiments, sensors 302 a-f are positioned at multiple heights relativeto the ground. For example, one or more of the sensors 302 a-fillustrated in FIG. 3 may represent a ground-level sensor, a mid-levelsensor, and/or a high-level sensor. For example, a ground-level sensor302 may be positioned at or near the level of the ground such that theground-level sensor may detect obstructions 306, 308 within itsfield-of-view that encompasses a region at or near the ground (e.g.,from the level of the ground to a few feet above the ground). Amid-level sensor 302 may be positioned at an intermediate heightrelative to the ground (e.g., at a height near the center point betweenthe ground and the top of the AV 1002), such that the mid-level sensorhas a field-of-view that encompasses a region near the middle of the AV1002 (e.g., from near the ground to near the top of the AV 1002). Ahigh-level sensor 302 may be placed above the mid-level sensor, forexample, to detect obstructions 306, 308 at increased heights relativeto the ground and/or to provide a more top-down view of portions of thelaunchpad 300.

In some embodiments, the launchpad 300 includes one or more additionalsensors 304 a-d on or within the surface of the launchpad 300. Forexample, sensors 304 a-d may be configured to provide a view underneathan AV 1002 located in the launchpad 300. Like sensors 302 a-f, thesensors 304 a-d may include any appropriate type of sensors fordetecting an obstruction 306, 308. For example, the sensors 304 a-d mayinclude cameras, LiDAR sensors, motion sensors, infrared sensors, andthe like. Sensors 304 a-d may particularly facilitate the detection ofan obstruction, such as obstruction 308, that is near the center of thelaunchpad 300 and/or is below the AV 1002 that is parked on thelaunchpad 300. In some cases, such an obstruction 308 may not bedetected by other sensors 302 a-f. While the example launchpad 300 ofFIG. 3 shows six sensors 302 a-f and four sensors 304 a-d, it should beunderstood that a launchpad 300 may include any appropriate number,combination, and placement of sensors 302 a-f and/or 304 a-d.

The sensors 304 a-f, 304 a-d of the launchpad 300 are in signalcommunication with the control subsystem 900. As described further withrespect to the example operation below and the method 400 of FIG. 4, thesensors 302 a-f, 304 a-d generally communicate launchpad signals 218 tothe control subsystem 900. The control subsystem 900 generally receivesthese signals 218 and uses the signals 218 to determine whether anobstruction 306, 308 is detected within the zone of the launchpad 300.The presence of an obstruction 306, 308 generally indicates that it isnot safe for the AV 1002 to begin moving. As an example, if a sensor 302a-f, 304 a-d is a camera, the signal 218 may include a video and/orphoto of a portion of the launchpad 300 viewed by the sensor 302 a-f,304 a-d (i.e., the portion of the launchpad 300 within the field-of-viewof the camera). The control subsystem 900 uses obstruction detectioninstructions 916 a to determine if an obstruction is detected in thevideo. For example, the obstruction detection instructions 916 a mayinclude code for implementing an object detection routine for imagescorresponding to frames of the video. If an unexpected object isdetected (e.g., an object that is not known to be a part of the AV1002), the control subsystem 900 determines that an obstruction 306, 308is detected in the launchpad. The obstruction detection instructions 916a may similarly include code for implementing approaches to detectingobstructions based on LiDAR data (e.g., based on the detection of anunexpected object in or around the launchpad 300), motion sensor data(e.g., based on the detection of unexpected motion in or around thelaunchpad 300), sound (e.g., the detection of an unexpected sound nearthe launchpad 300), infrared data (e.g., based on the detection of anunexpected object in an infrared image), and the like. The obstructiondetection instructions 916 a may be implemented using the variousmodules described below with respect to the detection of objects andobstacles by the AV 1002 (see FIG. 11 and corresponding descriptionbelow).

The control subsystem 900 also receives signals 220 from the AV 1002.The control subsystem 900 generally uses these signals 220 to determinethat a zone 314 in front of the AV 1002 (e.g., a zone or region 314defined at least in part by a field-of-view of the sensors of thevehicle sensor subsystem 1044) is free of obstructions 310, 312. TheseAV signals 220 may be signals from the vehicle sensor subsystem 1044 ofthe AV 1002 and/or communication from the in-vehicle control computer1050 of the AV 1002. For example, the signal 220 may be a feed ofimages, LiDAR data, or the like obtained by the vehicle sensor subsystem1044 of the AV. In such cases, the control subsystem 900 may use theobstruction detection instructions 916 a to determine whether anobstruction 310, 312 is detected in the zone 314 in front of the AV1002. In other cases, the AV signal 220 may include an indication ofwhether or not the in-vehicle control computer 1050 has detected anobstruction 310, 312 in front of the AV 1002 (see FIG. 11 andcorresponding description below). If the control subsystem 900determines both that the launchpad 300 is free of obstructions 306, 308based on the launchpad signals 218 and that the zone 314 in front of theAV 1002 is free of obstructions 310, 312 based on signals 220, thecontrols subsystem 900 communicates launchpad instructions 224 thatinclude a permission 316 for the AV 1002 to begin moving out of thelaunchpad 300. The control subsystem 900 may further identify anoutbound lane 222 that the AV 1002 is to follow to exit the terminal 200and being traveling along its route 100. For example, an outbound lane222 may be selected that leads to a preferred starting point for theAV's route 100 and/or based on other traffic in the terminal.

In an example operation of the launchpad 300, the control subsystem 900may receive a request for the AV 1002 to depart from the launchpad 300.In response to the request for departure, the control subsystem 900determines, based at least in part upon the received launchpad sensorsignals 218 (i.e., data included in signals 218), whether the launchpad300 is free of obstructions that would prevent departure from thelaunchpad 300. For example, if the sensors 302 a-f and/or 304 a-dinclude cameras, the launchpad signals 218 may include images and/orvideo. In such cases, the control subsystem 900 may employ obstructiondetection instructions 916 a which include rules for detecting objectsin the images and/or video and determining whether the detected objectscorrespond to obstructions 306, 308. For example, one or morepredetermined methods of object detection (e.g., employing a neuralnetwork or method of machine learning) may be used to detect objects anddetermine whether a detected object corresponds to an obstruction 306,308. Signals from infrared sensors 304 a-f and/or 304 a-d may besimilarly evaluated to detect portions of infrared images with heatsignatures associated with the presence of animals and/or people withinthe zone of the launchpad 300.

As another example, if the sensors 302 a-f, 304 a-d include LiDARsensors, the launchpad signals 118 may include distance measurements. Insuch cases, the control subsystem 900 may employ obstruction detectioninstructions 916 a which include rules for detecting obstructions 306,308 based on characteristics and/or changes in the distancemeasurements. For example, changes in distances measured by a LiDARsensor may indicate the presence of an obstruction 306, 308. Forexample, each LiDAR sensor may be calibrated to provide an initialdistance measurement for when the launchpad 300 is known to be free ofobstructions 306, 308. If the distance reported by a given LiDAR sensorchanges from this initial value, an obstruction 306, 308 may bedetected.

As yet another example, if the sensors 302 a-f and/or 304 a-d includemotion sensors, the launchpad signals 118 may include motion data forthe launchpad 300. In such cases, the control subsystem 900 may employobstruction detection instructions 916 a which include rules fordetecting obstructions 306, 308 based on detected movement. For example,movement or motion detected within the zone of a launchpad 300 may becaused by the presence of an animal or person within the zone of thelaunchpad 300. Thus, if motion is detected within the zone of thelaunchpad 300, then the control subsystem 900 may determine that anobstruction 306 or 308 is detected within the zone of the launchpad 300.In some cases, before an obstruction 306, 308 is detected based onmotion, detected movement may need to persist for at least a thresholdperiod of time (e.g., fifteen seconds or more) to reduce or eliminatethe false positive detection of obstructions 306, 308 caused by windand/or other transient events (e.g., an animal, person, or vehiclepassing through and immediately leaving the zone of the launchpad 300).

As a further example, if the sensors 302 a-f and/or 304 a-d includemicrophones for recording sounds in or around the launchpad 300, thelaunchpad signals 118 may include such sound recordings. In such cases,the control subsystem 900 may employ obstruction detection instructions916 a which include rules for detecting obstructions 306, 308 based oncharacteristics of the recorded sounds. For example, a soundcorresponding to a person speaking, a vehicle operating or undergoingmaintenance, or an animal making a characteristic sound may be evidencethat an obstruction 306, 308 may be within the zone of the launchpad300.

While certain examples of the detection of obstructions 306, 308 aredescribed above, it should be understood that any other appropriatemethod of obstruction detection may be used by the control subsystem900. In some embodiments, the control subsystem may use two or moretypes of sensor data to determine whether an obstruction 306, 308 isdetected (e.g., by combining camera images and LiDAR data as describedwith respect to the sensor fusion module 1102 of FIG. 11) For example,obstructions 306, 308 may be detected using the methods and/or modulesdescribed for the detection of objects and obstacles by the AV 1002 (seeFIG. 11 and corresponding description below). In other words, theobstruction detection instructions 916 a may include instructions,rules, and/or code for implementing any of the modules described belowwith respect to FIG. 11.

The control subsystem 900 also determines, based at least in part on thereceived AV signal 220, whether the region 314 in front of the AV 1002is clear of obstructions 310, 312 that would prevent movement of the AV1002 away from the launchpad 300. For example, the same or similarapproaches to those described above for detecting obstructions 306, 308may be employed to detect obstructions 310, 312 in the region 314 infront of the AV 1002.

In the case where it is determined that both the launchpad 300 is freeof obstructions 306, 308 that would prevent departure of the AV 1002from the launchpad 300 and that the region 314 in front of the AV 1002is clear of obstructions 310, 312 that would prevent movement of the AV1002 away from the launchpad 300, the control subsystem 900 sendsinstructions 224 which include permission 316 for the AV 1002 to beingdriving autonomously. Alternatively, for the case where it is determinedthat one or both of the launchpad 300 is not free of obstructions 306,308 that would prevent departure of the AV 1002 from the launchpad 300and the region 314 in front of the AV 1002 is not clear of obstructions310, 312 that would prevent movement of the AV 1002 away from thelaunchpad 300, the control subsystem 900 sends instructions 224 whichinclude a denial 318 of permission to begin driving autonomously.

FIG. 4 illustrates an example method 400 of using the launchpad 300 ofFIG. 3. The method 400 may be implemented by the launchpad 300 andcontrol subsystem 900.

The method 400 may begin at step 402 where the control subsystem 900receives a request for departure of the AV 1002 from the launchpad 300.The request to depart from the launchpad 300 may occur automatically orin response to an input by a human. For example, a request to begindeparture may be automatically provided anytime an AV 1002 is present ina launchpad 300. For example, upon determining that movement along route100 should commence, the AV 1002 may submit a request to exit thelaunchpad 300. As another example, an individual (e.g., an operator ofthe AV 1002 and/or an administrator of the terminal 200) may provide arequest to begin movement of the AV 1002.

At step 404, the control subsystem receives AV signals 220 from the AV1002. As described above, AV signals 220 may include an indication ofwhether or not the in-vehicle control computer 1050 has detected anobstruction 310, 312 in front of the AV 1002 and/or sensor data from oneor more sensors of the vehicle sensor subsystem 1044. At step 406, thecontrol subsystem 900 receives launchpad signals 218. As describedabove, the launchpad signals 218 generally include data from thelaunchpad sensors 302 a-f, 304 a-d. The launchpad signals 218 mayinclude one or more streams of image data, video data, distancemeasurement data (e.g., from LiDAR sensors), motion data, infrared data,and the like.

At step 408, the control subsystem 900 determines if the launchpad 300and the zone 314 in front of the AV 1002 are both free of obstructions306, 308, 310, 312, based on the received AV signals 220 and launchpadsignals 218. For example, the control subsystem 900 may determine, basedon the launchpad signals 218, if an obstruction 306, 308 is detectedwithin the zone of the launchpad 300 or following completion of AV 1002preparation or pre-trip procedure. For example, the control subsystem900 uses the obstruction detection instructions 916 a to determine if anobstruction 306, 308 is detected based on an image, a video, motiondata, LiDAR data, an infrared image, and/or a sound recording includedin the launchpad signals 218. Examples of the detection of obstructions306, 308 in the zone of the launchpad 300 are described above withrespect to FIG. 3. The obstruction detection instructions 916 agenerally include code for implementing approaches to detectingobstructions 306, 308 based on image data, video data, LiDAR data,motion sensor data, sound, infrared data, and the like. The controlsubsystem 900 also determines, based on the AV signals 220, if anobstruction 310, 312 is detected within the zone 314 in front of the AV1002. As described above, obstructions 310, 312 may be detected by thein-vehicle computer 1050 and/or by the control subsystem 900 (i.e.,similarly to as described above for the detection of obstructions 306,308).

If an obstruction 306, 308 is detected within the zone of the launchpad300 and/or an obstruction 310, 312 is detected in front of the AV 1002,the control subsystem 900 determines that the AV 1002 is not free tobegin moving from the launchpad 300 at step 408, and the controlsubsystem 900 proceeds to step 410. At step 410, the control subsystem900 determines whether the launchpad 300 and the region 314 in front ofthe AV is not free of obstructions 306, 308, 3310, 312 for a thresholdtime period (e.g., of 15 minutes or any other appropriate period oftime). If the threshold time has not been reached at step 410, thecontrol subsystem 900 continues to receive the AV signals 220 andlaunchpad signals 218 to determine if the launchpad 1002 becomes clearfor departure of the AV 1002 at step 408. Otherwise, if the thresholdtime is reached, the control subsystem 900 may proceed to step 412 whereinstructions are provided to inspect the launchpad 300 (i.e., to removedetected obstruction(s) 306, 308, 310, 312. For example, the controlsubsystem 900 may detect a particular obstruction 308 in a particularportion of the launchpad 300 for at least a threshold period of time. Inresponse, the control subsystem 900 may provide instructions to anadministrator of the terminal 200 to inspect the particular portion ofthe launchpad 300 (e.g., the area where the obstruction 308 isdetected). If a response is received (e.g., from the administrator ofthe terminal 200) that indicates that the portion of the launchpad 300has become free of the particular obstruction 308 or never contained theobstruction 308, the control subsystem 900 may determine that thelaunchpad 300 is clear for departure of the AV 1002. In someembodiments, the control subsystem 900 may flag any sensors, such assensors 302 f and/or 304 b-d which may be associated with detecting theobstruction 308, in order to indicate that some review or maintenance ofthese sensors 302 f and/or 304 b-d is appropriate (e.g., if the detectedobstruction 308 was found to have not been present in the launchpad300).

If an obstruction 306, 308 is not detected within the zone of thelaunchpad 300 and an obstruction 310, 312 is not detected in front ofthe AV 1002, the control subsystem 900 determines that the AV 1002 isfree to begin moving from the launchpad 300 at step 408, and the controlsubsystem 900 may proceed to step 414. At step 414, the controlsubsystem 900 determines whether no obstruction 306, 308, 310, 312 isdetected for at least a predefined period of time (e.g., of at least oneminute or more). If the launchpad 300 is determined to be free ofobstructions 306, 308, 310, 312 for at least the predefined period oftime, the control subsystem 900 proceeds to step 416. Otherwise, if thelaunchpad 300 is not determined to be free of obstructions 306, 308,310, 312 for at least the predefined period of time, the controlsubsystem 900 continues to receive AV signals 220 and launchpad signals218 to determine if the launchpad 1002 remains free of obstructions 306,308, 310, 312 for at least the predefined period of time.

At step 416, the control subsystem 900 may determine an appropriateoutbound lane 222 a-c along which the AV 1002 should travel to beginmovement along the route 100 (e.g., to travel from the terminal 200 to aroad). A lane 222 a-c may initially be determined to provide a preferredstarting point along the route 100 and/or based on local traffic in theterminal 200. For example, a first lane 222 a may be selected becauselane 222 a leads to a preferred road for starting movement along theroute 100 and/or is experiencing less traffic within the terminal 200.However, if an obstruction 312 is detected in the first outbound lane222 a, as illustrated in FIG. 3, the control subsystem 900 may determinean alternative outbound lane 222 b or 222 c on which the AV 1002 shouldtravel. For example, the control subsystem 900 may instruct the AV 1002to travel alone outbound lane 222 c rather than 222 b because lane 222 cleads to a preferred starting point for the route 100 or because lane222 c is known to have less traffic within the terminal 200. The AV 1002may also or alternatively determine and initiate its own laneadjustments as needed to facilitate safe autonomous driving from thelaunchpad 300 to a road on which to begin moving along the route 100. Atstep 418, the control subsystem 900 provides instructions 224 withpermission 316 to begin driving autonomously. Autonomous driving of theAV 1002 is described in greater detail below with respect to FIGS.10-12.

Example Landing Pads 500 and Their Operation

FIG. 5 illustrates example landing pads 500 of FIGS. 1 and 2 in greaterdetail. The example landing pads 500 a,b illustrated in FIG. 5 include apredefined zone or space (e.g., within the terminal 200 shown in FIGS. 1and 2) that is sized and shaped to accommodate an AV 1002 and a set ofsensors 502 a-f around the perimeter of or within the landing pad 500a,b. As an example, the physical extent of each landing pad 500 a,b maybe defined at least in part by the corresponding sensors 502 a-f locatedaround or within the landing pad 500 a,b. In some embodiments, thelanding pads 500 a,b include a physical pad (e.g., a concrete pad). Insome embodiments, the landing pads 500 a,b includes physical markers(e.g., painted lines) around one or more edges or the perimeter of thelanding pads 500 a,b. The landing pads 500 a,b generally facilitate thesafe and efficient receipt of inbound AVs 1002. In addition tofacilitating the identification of a landing pad 500 a,b that is free ofobstructions for the receipt of an inbound AV 1002, the landing pads 500a,b also facilitate the routing of inbound AVs to areas within theterminal 200 that is appropriate for a cargo type being carried by theAV 1002 or the carrier operating the AV 1002. The landing pads 500 a,bmay further facilitate improved record keeping of inbound shipments andthe locations of these shipments within the terminal 200.

The sensors 302 a-f of the landing pads 500 a,b may be the same as orsimilar to the sensors 302 a-f described above for the example launchpad300 of FIG. 1. For example, the sensors 502 a-f may include any sensorscapable of detecting objects, motion, sound, and the like, which may beused for the determination of the presence of obstructions 506, 508within the zones of the landing pads 500 a,b. For example, the sensors502 a-f may include cameras, LiDAR sensors, motion sensors, infraredsensors, and the like. Moreover, each sensor 502 a-f illustrated in FIG.5 may correspond to one or more sensors positioned at various heightsrelative to the ground, for example, to provide views of differentportions of the space above the ground within the zones of the landingpads 500 a,b, as described above with respect to the sensors 302 a-f ofFIG. 3. In some embodiments, landing pads 500 a,b may include one ormore additional sensors 504 a-d on or within the surface of the landingpads 500 a,b. These optional sensors 504 a-d may be the same as orsimilar to the sensors 304 a-d described above with respect to FIG. 3.While the example of FIG. 5 shows six sensors 502 a-f and four sensors504 a-d, it should be understood that a landing pad 500 a,b may includeany appropriate number, combination, and placement of sensors (i.e.,more or less than the number of sensors 502 a-f, 504 a-d illustrated inFIG. 5).

The sensors 504 a-f, 504 a-d of the landing pads 500 a,b are in signalcommunication with the control subsystem 900. As described further withrespect to the example operation below and the method 600 of FIG. 6, thesensors 502 a-f, 504 a-d generally communicate signals 226 a,b (i.e.,signals 226 a for the first landing pad 500 a and signals 226 b for thesecond landing pad 500 b) to the control subsystem 900. When an AV 1002is traveling to the terminal 200, the AV 1002 may communicate to thecontrol subsystem 900 that a landing pad 500 will soon be needed toreceive the AV 1002. For example, the AV 1002 may request a landing padassignment when the AV 1002 gets within a threshold distance of theterminal 200 (e.g., within ten miles of the terminal 200). In responseto such a request for an assigned landing pad 500, the control subsystem900 determines, based on received landing pad signals 226 a,b (i.e.,sensor data included in the signals 226 a,b), a landing pad 500 a,b thatis free of obstructions 506, 508 that would prevent receipt of the AV1002. As an example, if a sensor 502 a-f, 504 a-d of the landing pad 500a,b is a camera, the signal 226 a may include a video of a portion ofthe landing pad 500 viewed by the sensor 502 a-f, 504 a-d (i.e., theportion of the landing pad 500 within the field-of-view of the camera).The control subsystem 900 uses obstruction detection instructions 916 bto determine if an obstruction is detected in the video, similarly to asdescribed above with respect to the example launchpad 300 of FIG. 3. Theobstruction detection instructions 916 b may similarly include code forimplementing approaches to detecting obstructions based on LiDAR data(e.g., based on the detection of an unexpected object in or around thelanding pad 500), motion sensor data (e.g., based on the detection ofunexpected motion in or around the landing pad 500), sound (e.g., thedetection of an unexpected sound near the landing pad 500), infrareddata (e.g., based on the detection of an unexpected object in aninfrared image), and the like.

If it is determined, as in the example of FIG. 5, that the first landingpad 500 a is not free of obstructions 506, 508 and the second landingpad 500 b is free of obstructions, the control subsystem 900 provideslanding instructions 228 to the AV 1002 that include an indication ofthe identity 512 of the second landing pad 500 b. The instructions 228may further include an identity 514 of an appropriate inbound lane 230which the AV 1002 should travel along to reach the assigned landing pad500 b. If the AV 1002 detects an obstruction 510 when traveling to theassigned landing pad 500 a,b, then the AV 1002 may move into a differentinbound lane 230 a,b. In the example illustrated in FIG. 5, the AV 1002detects an obstruction 510 in inbound lane 230 a and moves into inboundlane 230 b. The AV 1002 may communicate with the control subsystem 900to ensure that the alternative inbound lane 230 b leads to the assignedlanding pad 500 b, and if the alternative inbound lane 230 b does notlead to the assigned landing pad 500 b, the control subsystem 900 mayidentify a different landing pad 500 a,b for the AV 1002.

In an example operation of the landing pads 500 of FIG. 5, the controlsubsystem 900 receives a request for a landing pad assignment for aninbound AV 1002 which is scheduled to arrive at the terminal 200 soon(e.g., within the next fifteen minutes or so). Following receipt of thisrequest, the control subsystem 900 receives landing pad sensor signals226 a,b. The control subsystem 900 uses the landing pad sensor signals226 a,b to identify a landing pad 500 a,b that is free of obstructions506, 508. For example, if the sensors 502 a-f and/or 504 a-d includecameras, the landing pad sensor signals 226 a,b may include images orvideo. In such cases, the control subsystem 900 may employ obstructiondetection instructions 916 b which include rules for detecting objectsin the image or video and determining whether the detected objectscorrespond to obstructions 506, 508. For example, one or morepredetermined methods of object detection (e.g., employing a neuralnetwork or method of machine learning) may be used to detect objects anddetermine whether a detected object corresponds to an obstruction 506,508. Signals from infrared sensors 504 a-f and/or 504 a-d may besimilarly evaluated to detect portions of infrared images with heatsignatures associated with the presence of animals and/or people withinthe zone of the landing pads 500 a,b.

As another example, if the sensors 502 a-f, 504 a-d include LiDARsensors, the landing pad sensor signals 226 a,b may include distancemeasurements. In such cases, the control subsystem 900 may employobstruction detection instructions 916 b which include rules fordetecting obstructions 506, 508 based on characteristics and/or changesin the distance measurements. For example, changes in distances measuredby a LiDAR sensor may indicate the presence of an obstruction 506, 508.For example, each LiDAR sensor may be calibrated to provide an initialdistance measurement for when the landing pad 500 a,b is known to befree of obstructions 506, 508. If the distance reported by a given LiDARsensor changes from this initial value, an obstruction 506, 508 may bedetected.

As yet another example, if the sensors 502 a-f and/or 504 a-d includemotion sensors, the landing pad signals 226 a,b may include motion datafor the landing pads 500 a,b. In such cases, the control subsystem 900may employ obstruction detection instructions 916 b which include rulesfor detecting obstructions 506, 508 based on detected movement. Forexample, movement or motion detected within the zone of a landing pad500 a,b may be caused by the presence of an animal or person within thezone of the landing pad 500 a,b. Thus, if motion is detected within thezone of a landing pad 500 a,b, then the control subsystem 900 maydetermine that an obstruction 506, 508 is detected within the zone ofthe landing pad 500 a,b. In some cases, before an obstruction 506, 508is detected based on motion, detected movement may need to persist forat least a threshold period of time (e.g., fifteen seconds or more) toreduce or eliminate the false positive detection of obstructions 506,508 caused by wind and/or other transient events (e.g., an animal,person, or vehicle passing through and immediately leaving the zone of alanding pad 500 a,b).

As a further example, if the sensors 502 a-f and/or 504 a-d includemicrophones for recording sounds in or around the landing pads 500 a,b,the landing pad signals 226 a,b may include such sound recordings. Insuch cases, the control subsystem 900 may employ obstruction detectioninstructions 916 b which include rules for detecting obstructions 506,508 based on characteristics of the recorded sounds. For example, asound corresponding to a person speaking, a vehicle operating orundergoing maintenance, or an animal making a characteristic sound maybe evidence that an obstruction 506, 508 is within the zone of thelanding pad 500 a,b. While certain examples of the detection ofobstructions 506, 508 are described above, it should be understood thatany other appropriate method of obstruction detection may be used by thecontrol subsystem 900. For example, obstructions 506, 508 may bedetected using the methods and/or modules described for the detection ofobjects and obstacles by the AV 1002 (see FIG. 11 and correspondingdescription below).

If an appropriate landing pad 500 a,b is not detected, the controlsubsystem 900 may instruct an individual at the terminal 200 to clearobstructions from an appropriate landing pad 500 a,b, and this landingpad 500 a,b may subsequently be assigned to the inbound AV 1002 (e.g.,after the control subsystem 900 verifies that the landing pad 500 a,b isnow free of obstructions). In addition to assigning a landing pad 500a,b to which the AV 1002 should navigate and come to a stop, the controlsubsystem 900 may also provide an identifier 514 of an appropriateinbound lane 230 a,b for traveling through the terminal 200 to safelyreach the assigned landing pad 500 a,b.

When the AV 1002 enters the terminal 200 and begins traveling along itsassigned lane 230 a,b, the AV 1002 may detect an obstruction 510 in itspath. In response, the AV 1002 may request that a new inbound lane 230a,b be assigned to the AV 1002 in order to reach the assigned landingpad 500 a,b. Alternatively, the AV 1002 may automatically move into adifferent inbound lane 230 a,b (e.g., into the free inbound lane 230 bas illustrated in the example of FIG. 5) and travel along this new lane230 a,b. The AV 1002 may communicate with the control subsystem 900 toverify that the new inbound lane 230 a,b can be used to reach theassigned landing pad 500 a,b. If the new inbound lane 230 a,b does notreach the assigned landing pad 500 a,b, the control subsystem 900 maydetermine a new landing pad 500 a,b to assign to the AV 1002 (i.e., alanding pad 500 a,b which may be reached from the new lane 230 a,b) orassign a new lane to the AV 1002 (i.e., such that the AV 1002 maynavigate to the new assigned lane 230 a,b to reach the appropriateassigned landing pad 500 a,b).

FIG. 6 illustrates an example method 600 of using the landing pads 500a,b of FIG. 5. The method 600 may be implemented by the landing pads 500a,b, AVs 1002, and control subsystem 900. The method 600 may begin atstep 602 where the control subsystem 900 receives a request forassignment of a landing pad 500 a,b that can receive an inbound AV 1002.The request may include an expected arrival time of the AV 1002 andother information about the AV 1002, such as the size of the AV 1002(i.e., such that the assigned landing pad 500 a,b is an appropriatesize), a type of cargo transported by the AV 1002 (e.g., such that theAV 1002 is directed to a landing pad 500 a,b that is appropriate forreceiving such cargo).

At step 604, the control subsystem 900 receives landing pad signals 226a,b. As described above, the landing pad signals 226 a,b generallyinclude data from the landing pad sensors 502 a-f, 504 a-d. The landingpad signals 226 a,b may include one or more streams of image data, videodata, distance measurement data (e.g., from LiDAR sensors), motion data,infrared data, and the like.

At step 606, the control subsystem 900 determines a landing pad 500 a,bthat is free of obstructions 506, 508 that would prevent receipt of theincoming AV 1002. For example, the control subsystem 900 may determine,based on the landing pad signals 226 a,b, if an obstruction 506, 508 isdetected within the zones of the landing pads 500 a,b. For example, thecontrol subsystem 900 may use the obstruction detection instructions 916b to determine if an obstruction 506, 508 is detected based on an image,a video, motion data, LiDAR data, an infrared image, and/or a soundrecording included in the landing pad signals 226 a,b. Examples of thedetection of obstructions 506, 508 in the zones of the landing pads 500a,b are described above with respect to FIG. 5. In some embodiments, thecontrol subsystem 900 further determines an inbound lane 230 a,b thatthe incoming AV 1002 should travel along to reach the landing pad 500a,b that is determined to be free of obstructions 506, 508. For example,the lane 230 a,b may be selected based on its proximity to a road fromwhich the AV 1002 is expected to enter the terminal 200, known trafficwithin the terminal 200, and/or the cargo type transported by theincoming AV 1002. In some embodiments, the control subsystem 900 mayfirst determine that landing pad 500 a,b is free of obstructions 506,508 for at least a threshold time period (e.g., of 15 minutes or anyother appropriate period of time) before proceeding to step 608.

At step 608, the control subsystem 900 provides landing instructions 228to the incoming AV 1002. As described above, the landing instructions228 may include an indication of the identity 512 of the landing pad 500a,b that was identified at step 606. The instructions 228 may furtherinclude an identity 514 of an appropriate inbound lane 230 a,b which theAV 1002 should travel along to reach the assigned landing pad 500 a,b.

At step 610, the control subsystem 900 determines whether the AV 1002has entered the terminal 200. If the AV has not entered the terminal 200yet, the control subsystem 900 may proceed to step 612 to check that theassigned landing pad 500 a,b remains free of obstructions 506, 508. Forexample, the control subsystem may determine whether an obstruction 506,508 is detected as described above with respect to step 606. If anobstruction is detected at step 612, the control subsystem 900 mayproceed to step 614 to check whether there are any available landingpads 500 a,b.

If no landing pad 500 a,b is available at step 614, the controlsubsystem 900 may proceed to step 616 where the control subsystem 900sends an instruction to clear a landing pad 500 a,b to receive theinbound AV 1002. For example, the control subsystem 900 may detect aparticular obstruction 506,508 in a particular portion of the landingpad 500 a,b for at least a threshold period of time. In response, thecontrol subsystem 900 may provide instructions to an administrator ofthe terminal 200 to inspect the particular portion of the landing pad500 a,b (e.g., the area where the obstruction 506, 508 is detected). Ifa response is received (e.g., from the administrator of the terminal200) by the control subsystem 900 that indicates that the portion of thelanding pad 500 a,b has become free of the particular obstruction 506,508, the control subsystem 900 may determine that the landing pad 500a,b is available for receipt of the incoming AV 1002. In someembodiments, the control subsystem 900 may flag any sensors, such assensors 502 a-f and/or 504 a-d which may be associated with detectingthe obstruction 505, 508, in order to indicate that some review ormaintenance of these sensors 502 a-f and/or 504 a-d may be appropriate(e.g., if a detected obstruction 506, 508 was not actually present inthe zone of the landing pad 500 a,b such that the sensor 502 a-f and/or504 a-d was likely malfunctioning). The control subsystem 900 generallythen returns to step 606 described above to identify a landing pad 500a,b to assign to the incoming AV 1002.

If the control subsystem determines, at step 610, that the AV 1002 hasentered the terminal 200, the control subsystem 900 may continue tomonitor signals 220 received from the AV 1002 in case a differentlanding pad 500 a,b and/or inbound lane 230 a,b should for some reasonbe assigned to the AV 1002, as exemplified by example steps 618, 620,622, 624. At step 618, the control subsystem 900 determines that theinbound lane 230 a,b assigned to the AV 1002 is blocked by anobstruction 510. For example, the AV 1002 may detect the obstruction 510using the vehicle sensor subsystem 1044 and in-vehicle computer 1050 andcommunicate the detected obstruction 510 to the control subsystem 900.If such a communication is received, the control subsystem 900 maydetermine a new landing pad 500 a,b at step 622 (e.g., as escribed abovewith respect to step 606) and provide new landing instructions 228 tothe AV 1002 at step 624 before permitting the AV 1002 to stop at theassigned landing pad 500 a,b at step 620. For example, at step 618, thecontrol subsystem 900 may receive an indication that the AV 1002 hasdetected obstruction 510 and moved from initial inbound lane 230 a toalternate new inbound lane 230 b. The control subsystem 900 may checkthat the alternate lane 230 b leads to the assigned landing pad 500 a,b.If the alternate lane 230 b does not lead to the assigned landing pad500 a,b, the control subsystem 900 may determine a new landing pad 500a,b that can be accessed from the alternate lane 128 b or determine adifferent inbound lane 130 a,b that can be used to reach the assignedlanding pad 500 a,b.

Example Mobile Re-Launching System 700 and Its Operation

FIG. 7A illustrates an example of a mobile AV re-launching system 700.The re-launching system 700 includes the portable device 702 (see alsoFIG. 1), the control subsystem 900, and an AV 1002. The re-launchingsystem 700 generally facilitates the restarting of movement of the AV1002 along its route 100 following a stop (e.g., at one of theintermediate locations 106 illustrated in FIG. 1). For example, if theAV 1002 stops for maintenance or any other reason, one or more users 704at the location of the stopped AV 1002 may operate the portable device704 to confirm that at least a first portion 706 of the zone or spacearound the AV 1002 is free of obstructions 716 a,b that would preventsafe movement of the AV 1002. In one embodiment, a user 704 comprises amechanic, repairman, service technician, monitor, emergency personnel,or other appropriate individual that facilitates re-launching AV 1002after it has stopped, such as for example, along route 100. The vehiclesensor subsystem 1044 and/or in-vehicle control computer 1050 of the AV1002 may provide information 722 which includes AV sensor data and/oranother confirmation indicating whether at least a second portion 708 ofthe zone around the stopped AV 1002 is free of obstructions 716 c. Ifcontrol subsystem 900 determines that both portion 706 and portion 708of the zone around the stopped AV 1002 are free of obstructions 716 a-c,the control subsystem 900 may provide permission 724 for the stopped AV1002 to begin moving again (e.g., by moving back into the road 726 totravel along the route 100 of FIG. 1).

The device 702 may be any mobile or portable device (e.g., a mobilephone, computer, or the like). The portable device 702 generallyincludes a user interface which is operable to receive user input. Theuser input may include a confirmation 718 that is provided by the user704 after the user 704 verifies that the portion 706 of the zone aroundthe AV 1002 is free of obstructions 716 a,b. The portable device 702 mayinclude a camera or other appropriate sensor for obtaining images and/orvideos 720 which may be provided to the control subsystem 900. Asdescribed further below and with respect to FIG. 8, the controlsubsystem 900 (or the portable device itself) may determine whether anobstruction 716 a,b is detected in the images and/or videos 718 (e.g.,using the obstruction detection instructions 916 b described above withrespect to FIGS. 2-6). Example components of a portable device 702 areillustrated in FIG. 7B and described further below.

In some embodiments, the user 704 visually inspects the portion 706 ofthe zone around the AV 1002 to determine if an obstruction 716 a,b ispresent. If no obstruction 716 a,b is detected by the user 704, the user704 may input confirmation 718 that the zone portion 706 is free ofobstructions 716 a,b, and the portable device 702 may send theconfirmation 718 to the control subsystem 900. In embodiments in whichthe portable device 702 includes a camera, the user 704 may move theportable device 702 around the zone portion 706 to obtain images and/orvideo of the zone portion 706. For example, images and/or videos 720 maybe obtained for various fields-of-view 712 a-f such that the imagesand/or video 720 encompass at least the zone portion 706. For example,the user 704 may move around the vehicle and capture images and/orvideos 720 at the positions 710 a-f illustrated by an “X” in FIG. 7A,such that the camera of the portable device 702 (e.g., camera 758 of theexample portable device 702 illustrated in FIG. 7B) captures imagesand/or video 720 for the different fields-of-view 712 a-f. In aparticular embodiment, the user 704 moves around the vehicle andcaptures images and/or videos 720 at the positions 710 a-f within apredetermined time period determined to be short enough that adetermination can be made whether the zone portion 706 is clear and safeto re-launch AV 1002.

In some embodiments, part of the AV 1002 (e.g., the trailer attached tothe AV 1002) may include visible markers 714 a-f which are positioned tofacilitate the user-friendly capture of images and/or videos 720 thatencompass at least the zone portion 706. The user 704 may position theportable device 702 such that images and/or videos 720 are taken thatcapture each of the markers 714 a-f. The markers 714 a-f may include abarcode which can be interpreted by the control subsystem 900 inreceived images and/or video 720. Thus, the markers 714 a-f may ensurethat the images and/or video 720 provided from the portable device 702include views that are appropriate for ensuring that the portion 706 ofthe zone around the AV 1002 is free of obstructions 716 a,b. The markers714 a-f may further be used to identify the AV 1002 that is beingre-launched by the re-launching system 700, such that the controlsubsystem 900 may efficiently identify the stopped AV 1002 and maintaina record of its re-launch.

In embodiments involving the provision of images and/or videos 720 fromthe portable device 702, the control subsystem 900 receives the imagesand/or videos 720 and uses the obstruction detection instructions 916 cto determine if an obstruction 716 a,b is detected in the images and/orvideos 720. Examples of the detection of obstructions such asobstructions 716 a,b is described above with respect to FIGS. 3-6, andthe same or similar approaches may be used to detect obstructions 716a,b. For example, the control subsystem 900 may use the obstructiondetection instructions 916 c which include rules for detecting objectsin the images and/or videos 720 and determining whether the detectedobjects correspond to obstructions 716 a,b. For example, one or morepredetermined methods of object detection (e.g., employing a neuralnetwork or method of machine learning) may be used to detect objects anddetermine whether a detected object corresponds to an obstruction 716a,b.

The control subsystem 900 also receives information 722 from the AV 1002which includes sensor data and/or an indication of whether anobstruction 716 c is detected in the portion 708 of the zone around theAV 1002 (see FIG. 11 and corresponding description below regarding thedetection of obstacles or obstructions by the AV 1002). The portion 708of the zone around the AV 1002 generally includes a region in front ofthe AV 1002 (e.g., in the field-of-view of one or more sensors of thevehicle sensor subsystem 1044 of the AV 1002). In some cases, thein-vehicle control computer 1050 may determine whether an obstruction716 c is detected in the zone portion 708 and provide this information722 to the control subsystem 900. In other cases, the AV 1002 mayprovide the information 722 as data from the vehicle sensor subsystem1044 of the AV 1002. In such cases, the control subsystem 900 may usethe obstruction detection instructions 916 c to determine if anobstruction 716 c is detected in the zone portion 708, as describedabove with respect to the detection of obstructions 716 a,b and withrespect to FIGS. 3-6.

In an example operation of the mobile AV re-launching system 700, the AV1002 comes to a stop at the side of the road 726 for maintenance (e.g.,to repair or replace a flat tire or the like). A service technician(e.g., user 704) arrives at the location of the stopped AV 1002 andperforms the needed maintenance. Following completion of themaintenance, the AV 1002 may be ready to return to the road 726 andcontinue moving along the route 100. However, the AV 1002 alone may notbe capable of ensuring that there are no obstructions along the sidesand rear of the AV 1002. For instance, the vehicle sensor subsystem 1044may not provide a view that encompasses the portion 706 of the spacearound the AV 1002 where the example obstruction 716 a is located nearthe side of the trailer of the AV 1002 and the obstruction 716 b isunder the trailer attached to the AV 1002. In order to ensure that theAV 1002 returns safely to the road 726, the service technician (user704) may operate the portable device 702 to aid in re-launching thestopped AV 1002 along its route 100.

In some cases, the service technician (user 704) may visibly inspect atleast the portion 706 of the zone around the stopped AV 1002 todetermine whether the AV 1002 is free of obstructions 716 a,b that wouldprevent safe movement of the AV 1002. If the service technician (user704) determines that at least the portion 706 of the zone around the AV1002 is free of obstructions 716 a,b, then the service technician (user704) may operate the device 702 to provide a confirmation that the zoneportion 706 is free of obstructions 716 a,b to the control subsystem900. Upon receiving the confirmation 718, the control subsystem 900 usesinformation 722 provided by the AV 1002 to determine if the portion 708of the zone around the stopped AV 1002 is also free of obstructions 714c. If both of the zones 706, 708 are free of obstructions 716 a-c, thenthe control subsystem 900 provides permission 724 for the AV 1002 tobegin moving to the road 726. Otherwise, if either of zones 706 and 708is not free of obstructions 716 a-c, then permission 724 is notprovided.

In other cases, rather than using the confirmation 718 alone, theservice technician (user 704) may also or alternatively capture imagesand/or video 720 of the zone portion 706 using portable device 702.These images and/or video 720 may be provided to the control subsystem900 in order to determine if the portion 706 of the zone around thestopped AV 1002 is free of obstructions 716 a,b. For instance, in anexample case where images 720 are provided to the control subsystem 900,the service technician (user 704) may move about the AV 1002 and captureimages 720 of the AV 1002 and areas around the AV 1002 from differentperspectives (e.g., at different positions 710 a-f illustrated in FIG.7A). In some embodiments, the service technician (user 704) may use thedevice 702 to capture images 720 that include the markers 714 a-f suchthat images 720 include representations of obstructions 716 a,b that maybe present in the fields-of-view 712 a-f. As another example, in a casewhere video 720 is provided to the control subsystem 900, the servicetechnician (user 704) may move about the AV 1002 to capture video 720 ofthe AV 1002 and areas around the AV 1002 from different perspectives(e.g., a video 720 captured as the service technician moves between thedifferent positions 710 a-f illustrated in FIG. 7A). The controlsubsystem 900 uses the obstruction detection instructions 916 c todetect any obstructions 716 a,b appearing in the images and/or videos720.

Following a determination that no obstruction 716 a,b is detected in theimages and/or videos 720, the control subsystem 900 uses information 722provided by the AV 1002 to determine if the portion 708 of the zonearound the stopped AV 1002 is also free of obstructions 714 c, asdescribed above. If both of the zones 706, 708 are free of obstructions716 a-c, then the portable device 702 provides permission 724 for the AV1002 to begin moving to the road 726. Otherwise, if either of zones 706and 708 is not free of all obstructions 716 a-c, then permission 724 isnot provided.

FIG. 7B shows an embodiment of a portable device 702 of FIGS. 1 and 7A.The portable device 702 includes a processor 752, a memory 754, anetwork interface 756, and a camera 758. The portable device 702 may beconfigured as shown or in any other suitable configuration.

The processor 752 includes one or more processors operably coupled tothe memory 754. The processor 752 is any electronic circuitry including,but not limited to, state machines, one or more central processing unit(CPU) chips, logic units, cores (e.g. a multi-core processor),field-programmable gate array (FPGAs), application specific integratedcircuits (ASICs), or digital signal processors (DSPs). The processor 752may be a programmable logic device, a microcontroller, a microprocessor,or any suitable combination of the preceding. The processor 752 iscommunicatively coupled to and in signal communication with the memory754 and the network interface 756. The one or more processors areconfigured to process data and may be implemented in hardware orsoftware. For example, the processor 752 may be 8-bit, 16-bit, 32-bit,64-bit or of any other suitable architecture. The processor 752 mayinclude an arithmetic logic unit (ALU) for performing arithmetic andlogic operations, processor registers that supply operands to the ALUand store the results of ALU operations, and a control unit that fetchesinstructions from memory and executes them by directing the coordinatedoperations of the ALU, registers and other components. The one or moreprocessors are configured to implement various instructions. Forexample, the one or more processors are configured to executeinstructions to implement the function disclosed herein, such as some orall of those described with respect to FIGS. 7A and 8. In someembodiments, the function described herein is implemented using logicunits, FPGAs, ASICs, DSPs, or any other suitable hardware or electroniccircuitry.

The memory 754 is operable to store any of the information describedabove with respect to FIG. 7A along with any other data, instructions,logic, rules, or code operable to implement the function(s) describedherein when executed by processor 752. The memory 754 includes one ormore disks, tape drives, or solid-state drives, and may be used as anover-flow data storage device, to store programs when such programs areselected for execution, and to store instructions and data that are readduring program execution. The memory 754 may be volatile or non-volatileand may comprise read-only memory (ROM), random-access memory (RAM),ternary content-addressable memory (TCAM), dynamic random-access memory(DRAM), and static random-access memory (SRAM).

The network interface 756 is configured to enable wired and/or wirelesscommunications. The network interface 756 is configured to communicatedata between the portable device 702 and other network devices, systems,or domain(s). For example, the network interface 756 may comprise a WIFIinterface, a local area network (LAN) interface, a wide area network(WAN) interface, a modem, a switch, or a router. The processor 752 isconfigured to send and receive data using the network interface 756. Thenetwork interface 756 may be configured to use any suitable type ofcommunication protocol.

The camera 758 is configured to obtain an image and/or video 758.Generally, the camera 758 may be any type of camera. For example, thecamera 758 may include one or more sensors, an aperture, one or morelenses, and a shutter. The camera 758 is in communication with theprocessor 752, which controls operations of the camera 758 (e.g.,opening/closing of the shutter, etc.). Data from the sensor(s) of thecamera 758 may be provided to the processor 752 and stored in the memory754 in an appropriate image or video format for use by control subsystem900.

FIG. 8 illustrates an example method 800 of operating the mobile AVre-launching system 700 of FIG. 7A. The method 800 may be implemented bythe portable device 702, control subsystem 900, and/or AV 1002. Themethod 800 may begin at step 802 where the control subsystem 900receives a request to re-launch the AV 1002. For example, a user 704(e.g., a service technician, as described with respect to the example ofFIG. 7A above) may provide an indication that maintenance and anyappropriate testing of the stopped AV 1002 is complete.

At step 804, the control subsystem 900 receives confirmation 718 thatthe zone portion 706 is free of obstructions and/or receives imagesand/or video 720 of the zone portion 706, as described above withrespect to FIG. 7A. In some embodiments, receipt of the confirmation 718and/or the images and/or video 720 acts as a request to permit re-launchof the AV 1002 (i.e., such that a separate request is not received atstep 802).

At step 806, the control subsystem 900 receives information 722 from theAV 1002. The information 122 may include a confirmation that thein-vehicle computer 1050 has not detected an obstruction 716 c in thezone portion 708 and/or sensor data from the vehicle sensor subsystem1044.

At step 808, the control subsystem 900 determines if the zone around theAV 1002 is free of obstructions 716 a-c preventing safe movement of theAV 1002. For example, as described above with respect to FIG. 7A, if itis determined that both zone portion 706 and zone portion 708 around thestopped AV 1002 are free of obstructions 716 a-c, the control subsystem900 determines that the zone around the AV 1002 is clear for movement ofthe AV 1002. Otherwise, if the control subsystem 900 determines that atleast one of the zone portions 706 or 708 around the stopped AV 1002 isnot free of obstructions 716 a-c, the control subsystem 900 determinesthat the zone around the AV 1002 is not clear for movement of the AV1002.

If the zones 706, 708 around the stopped AV 1002 are determined to beclear for safe movement of the stopped AV 1002, the control subsystem900 proceeds to step 810 where the control subsystem 900 providespermission 724 for the AV 1002 to begin moving. Otherwise, if the zones706, 708 around the stopped AV 1002 are determined to not be clear forsafe movement of the stopped AV 1002, the control subsystem 900 mayprevent the stopped AV 1002 from beginning to move. The controlsubsystem 900 may further proceed to step 812 to determine if thestopped AV 1002 has been prevented from moving for at least a thresholdtime. If this is the case, the control subsystem 900 may provide analert at step 814 for further action to be taken to clear the zonearound the AV 1002 (e.g., by removing one or more of the obstructions716 a-c or requesting other action from the user 704).

Example Control Subsystem 900

FIG. 9 shows an embodiment of the control subsystem 900 illustrated inFIGS. 2, 3, 5, and 7A. The control subsystem 900 includes at least oneprocessor 902, at least one memory 904, and at least one networkinterface 906. The control subsystem 900 may be configured as shown orin any other suitable configuration.

The processor 902 comprises one or more processors operably coupled tothe memory 904. The processor 902 is any electronic circuitry including,but not limited to, state machines, one or more central processing unit(CPU) chips, logic units, cores (e.g. a multi-core processor),field-programmable gate array (FPGAs), application specific integratedcircuits (ASICs), or digital signal processors (DSPs). The processor 902may be a programmable logic device, a microcontroller, a microprocessor,or any suitable combination of the preceding. The processor 902 iscommunicatively coupled to and in signal communication with the memory904 and the network interface 906. The one or more processors areconfigured to process data and may be implemented in hardware orsoftware. For example, the processor 902 may be 8-bit, 16-bit, 32-bit,64-bit or of any other suitable architecture. The processor 902 mayinclude an arithmetic logic unit (ALU) for performing arithmetic andlogic operations, processor registers that supply operands to the ALUand store the results of ALU operations, and a control unit that fetchesinstructions from memory and executes them by directing the coordinatedoperations of the ALU, registers and other components. The one or moreprocessors are configured to implement various instructions. Forexample, the one or more processors are configured to executeinstructions to implement the function disclosed herein, such as some orall of those described with respect to FIGS. 1-8. In some embodiments,the function described herein is implemented using logic units, FPGAs,ASICs, DSPs, or any other suitable hardware or electronic circuitry.

The memory 904 is operable to store any of the information describedabove with respect to FIGS. 1-8 along with any other data, instructions,logic, rules, or code operable to implement the function(s) describedherein when executed by processor 902. For example, the memory 904 maystore the data 908 from received from AVs 1002 (e.g., data from AVsignals 220 and/or information 722), data 910 from the launchpads 300(e.g., launchpad signals 218), data 912 from the landing pads 500 (e.g.,landing pad signals 226), and data 914 from the portable re-launchingdevice 712 (e.g., confirmation 718 and/or images and/or videos 710). Thememory 904 may further store the obstruction detection instructions 916a-c described above with respect to FIGS. 3-8. The memory 904 comprisesone or more disks, tape drives, or solid-state drives, and may be usedas an over-flow data storage device, to store programs when suchprograms are selected for execution, and to store instructions and datathat are read during program execution. The memory 904 may be volatileor non-volatile and may comprise read-only memory (ROM), random-accessmemory (RAM), ternary content-addressable memory (TCAM), dynamicrandom-access memory (DRAM), and static random-access memory (SRAM).

The network interface 906 is configured to enable wired and/or wirelesscommunications. The network interface 906 is configured to communicatedata between the control subsystem 900 and other network devices,systems, or domain(s). For example, the network interface 906 maycomprise a WIFI interface, a local area network (LAN) interface, a widearea network (WAN) interface, a modem, a switch, or a router. Theprocessor 902 is configured to send and receive data using the networkinterface 906. The network interface 906 may be configured to use anysuitable type of communication protocol.

Example AV 1002 and its Operation

FIG. 10 shows a block diagram of an example vehicle ecosystem 1000 inwhich autonomous driving operations can be determined. As shown in FIG.10, the AV 1002 may be a semi-trailer truck. The vehicle ecosystem 1000includes several systems and components that can generate and/or deliverone or more sources of information/data and related services to thein-vehicle control computer 1050 that may be located in an AV 1002. Thein-vehicle control computer 1050 can be in data communication with aplurality of vehicle subsystems 1040, all of which can be resident inthe AV 1002. A vehicle subsystem interface 1060 is provided tofacilitate data communication between the in-vehicle control computer1002 and the plurality of vehicle subsystems 1040. In some embodiments,the vehicle subsystem interface 1060 can include a controller areanetwork (CAN) controller to communicate with devices in the vehiclesubsystems 1040.

The AV 1002 may include various vehicle subsystems that support of theoperation of AV 1002. The vehicle subsystems may include a vehicle drivesubsystem 1042, a vehicle sensor subsystem 1044, and/or a vehiclecontrol subsystem 1046. The components or devices of the vehicle drivesubsystem 1042, the vehicle sensor subsystem 1044, and the vehiclecontrol subsystem 1046 shown in FIG. 10 are examples. The vehicle drivesubsystem 1042 may include components operable to provide powered motionfor the AV 1002. In an example embodiment, the vehicle drive subsystem1042 may include an engine or motor 1042 a, wheels/tires 1042 b, atransmission 1042 c, an electrical subsystem 1042 d, and a power source1042 e.

The vehicle sensor subsystem 1044 may include a number of sensorsconfigured to sense information about an environment or condition of theAV 1002. The vehicle sensor subsystem 1044 may include one or morecameras 1044 a or image capture devices, a RADAR unit 1044 b, one ormore temperature sensors 1044 c, a wireless communication unit 1044 d(e.g., a cellular communication transceiver), an inertial measurementunit (IMU) 1044 e, a laser range finder/LIDAR unit 1044 f, a GlobalPositioning System (GPS) transceiver 1044 g, and/or a wiper controlsystem 1044 h. The vehicle sensor subsystem 1044 may also includesensors configured to monitor internal systems of the AV 1002 (e.g., anO₂ monitor, a fuel gauge, an engine oil temperature, etc.).

The IMU 1044 e may include any combination of sensors (e.g.,accelerometers and gyroscopes) configured to sense position andorientation changes of the AV 1002 based on inertial acceleration. TheGPS transceiver 1044 q may be any sensor configured to estimate ageographic location of the AV 1002. For this purpose, the GPStransceiver 1044 q may include a receiver/transmitter operable toprovide information regarding the position of the AV 1002 with respectto the Earth. The RADAR unit 1044 b may represent a system that utilizesradio signals to sense objects within the local environment of the AV1002. In some embodiments, in addition to sensing the objects, the RADARunit 1044 b may additionally be configured to sense the speed and theheading of the objects proximate to the AV 1002. The laser range finderor LIDAR unit 1044 f may be any sensor configured to sense objects inthe environment in which the AV 1002 is located using lasers. Thecameras 1044 a may include one or more devices configured to capture aplurality of images of the environment of the AV 1002. The cameras 1044a may be still image cameras or motion video cameras.

The vehicle control subsystem 1046 may be configured to controloperation of the AV 1002 and its components. Accordingly, the vehiclecontrol subsystem 1046 may include various elements such as a throttleand gear 1046 a, a brake unit 1046 b, a navigation unit 1046 c, asteering system 1046 d, and/or an autonomous control unit 1046 e. Thethrottle 1046 a may be configured to control, for instance, theoperating speed of the engine and, in turn, control the speed of the AV1002. The gear 1046 a may be configured to control the gear selection ofthe transmission. The brake unit 1046 b can include any combination ofmechanisms configured to decelerate the AV 1002. The brake unit 1046 bcan use friction to slow the wheels in a standard manner. The brake unit1046 b may include an Anti-lock brake system (ABS) that can prevent thebrakes from locking up when the brakes are applied. The navigation unit1046 c may be any system configured to determine a driving path or routefor the AV 1002. The navigation 1046 c unit may additionally beconfigured to update the driving path dynamically while the AV 1002 isin operation. In some embodiments, the navigation unit 1046 c may beconfigured to incorporate data from the GPS transceiver 1044 q and oneor more predetermined maps so as to determine the driving path (e.g.,along the route 100 of FIG. 1) for the AV 1002. The steering system 1046d may represent any combination of mechanisms that may be operable toadjust the heading of AV 1002 in an autonomous mode or in adriver-controlled mode.

The autonomous control unit 1046 e may represent a control systemconfigured to identify, evaluate, and avoid or otherwise negotiatepotential obstacles or obstructions in the environment of the AV 1002.In general, the autonomous control unit 1046 e may be configured tocontrol the AV 1002 for operation without a driver or to provide driverassistance in controlling the AV 1002. In some embodiments, theautonomous control unit 1046 e may be configured to incorporate datafrom the GPS transceiver 1044 q, the RADAR 1044 b, the LIDAR unit 1044f, the cameras 1044 a, and/or other vehicle subsystems to determine thedriving path or trajectory for the AV 1002.

Many or all of the functions of the AV 1002 can be controlled by thein-vehicle control computer 1050. The in-vehicle control computer 1050may include at least one data processor 1070 (which can include at leastone microprocessor) that executes processing instructions 1080 stored ina non-transitory computer readable medium, such as the data storagedevice 1090 or memory. The in-vehicle control computer 1050 may alsorepresent a plurality of computing devices that may serve to controlindividual components or subsystems of the AV 1002 in a distributedfashion. In some embodiments, the data storage device 1090 may containprocessing instructions 1080 (e.g., program logic) executable by thedata processor 1070 to perform various methods and/or functions of theAV 1002, including those described with respect to FIGS. 1-9 above andFIGS. 11 and 12 below.

The data storage device 1090 may contain additional instructions aswell, including instructions to transmit data to, receive data from,interact with, or control one or more of the vehicle drive subsystem1042, the vehicle sensor subsystem 1044, and the vehicle controlsubsystem 1046. The in-vehicle control computer 1050 can be configuredto include a data processor 1070 and a data storage device 1090. Thein-vehicle control computer 1050 may control the function of the AV 1002based on inputs received from various vehicle subsystems (e.g., thevehicle drive subsystem 1042, the vehicle sensor subsystem 1044, and thevehicle control subsystem 1046).

FIG. 11 shows an exemplary system 1100 for providing precise autonomousdriving operations. The system 1100 includes several modules that canoperate in the in-vehicle control computer 1050, as described in FIG.10. The in-vehicle control computer 1050 includes a sensor fusion module1102 shown in the top left corner of FIG. 11, where the sensor fusionmodule 1102 may perform at least four image or signal processingoperations. The sensor fusion module 1102 can obtain images from cameraslocated on an autonomous vehicle to perform image segmentation 1104 todetect the presence of moving objects (e.g., other vehicles,pedestrians, etc.,) and/or static obstacles (e.g., stop sign, speedbump, terrain, etc.,) located around the autonomous vehicle. The sensorfusion module 1102 can obtain LiDAR point cloud data item from LiDARsensors located on the autonomous vehicle to perform LiDAR segmentation1106 to detect the presence of objects and/or obstacles located aroundthe autonomous vehicle.

The sensor fusion module 1102 can perform instance segmentation 1108 onimage and/or point cloud data item to identify an outline (e.g., boxes)around the objects and/or obstacles located around the autonomousvehicle. The sensor fusion module 1102 can perform temporal fusion whereobjects and/or obstacles from one image and/or one frame of point clouddata item are correlated with or associated with objects and/orobstacles from one or more images or frames subsequently received intime.

The sensor fusion module 1102 can fuse the objects and/or obstacles fromthe images obtained from the camera and/or point cloud data itemobtained from the LiDAR sensors. For example, the sensor fusion module1102 may determine based on a location of two cameras that an image fromone of the cameras comprising one half of a vehicle located in front ofthe autonomous vehicle is the same as the vehicle located captured byanother camera. The sensor fusion module 1102 sends the fused objectinformation to the inference module 1146 and the fused obstacleinformation to the occupancy grid module 1160. The in-vehicle controlcomputer includes the occupancy grid module 1160 can retrieve landmarksfrom a map database 1158 stored in the in-vehicle control computer. Theoccupancy grid module 1160 can determine drivable area and/or obstaclesfrom the fused obstacles obtained from the sensor fusion module 1102 andthe landmarks stored in the map database 1158. For example, theoccupancy grid module 1160 can determine that a drivable area mayinclude a speed bump obstacle.

Below the sensor fusion module 1102, the in-vehicle control computer1050 includes a LiDAR based object detection module 1112 that canperform object detection 1116 based on point cloud data item obtainedfrom the LiDAR sensors 1114 located on the autonomous vehicle. Theobject detection 1116 technique can provide a location (e.g., in 3Dworld coordinates) of objects from the point cloud data item. Below theLiDAR based object detection module 1112, the in-vehicle controlcomputer includes an image based object detection module 1118 that canperform object detection 1124 based on images obtained from cameras 1120located on the autonomous vehicle. The object detection 1124 techniquecan employ a deep machine learning technique to provide a location(e.g., in 3D world coordinates) of objects from the image provided bythe camera.

The RADAR on the autonomous vehicle can scan an area in front of theautonomous vehicle or an area towards which the autonomous vehicle isdriven. The Radar data is sent to the sensor fusion module 1102 that canuse the Radar data to correlate the objects and/or obstacles detected bythe RADAR with the objects and/or obstacles detected from both the LiDARpoint cloud data item and the camera image. The Radar data is also sentto the inference module 1146 that can perform data processing on theradar data to track objects 1148 as further described below.

The in-vehicle control computer includes an inference module 1146 thatreceives the locations of the objects from the point cloud and theobjects from the image, and the fused objects from the sensor fusionmodule 1102. The inference module 1146 also receive the Radar data withwhich the inference module 1146 can track objects 1148 from one pointcloud data item and one image obtained at one time instance to another(or the next) point cloud data item and another image obtained atanother subsequent time instance.

The inference module 1146 may perform object attribute estimation 1150to estimate one or more attributes of an object detected in an image orpoint cloud data item. The one or more attributes of the object mayinclude a type of object (e.g., pedestrian, car, or truck, etc.). Theinference module 1148 may perform behavior prediction 1148 to estimateor predict motion pattern of an object detected in an image and/or apoint cloud. The behavior prediction 1148 can be performed to detect alocation of an object in a set of images received at different points intime (e.g., sequential images) or in a set of point cloud data itemreceived at different points in time (e.g., sequential point cloud dataitems). In some embodiments the behavior prediction 1148 can beperformed for each image received from a camera and/or each point clouddata item received from the LiDAR sensor. In some embodiments, theinference module 1146 can be performed to reduce computational load byperforming behavior prediction 1148 on every other or after everypre-determined number of images received from a camera or point clouddata item received from the LiDAR sensor (e.g., after every two imagesor after every three point cloud data items).

The behavior prediction 1152 feature may determine the speed anddirection of the objects that surround the autonomous vehicle from theRadar data, where the speed and direction information can be used topredict or determine motion patterns of objects. A motion pattern maycomprise a predicted trajectory information of an object over apre-determined length of time in the future after an image is receivedfrom a camera. Based on the motion pattern predicted, the inferencemodule 1146 may assign motion pattern situational tags to the objects(e.g., “located at coordinates (x,y),” “stopped,” “driving at 50 mph,”“speeding up” or “slowing down”). The situation tags can describe themotion pattern of the object. The inference module 1146 sends the one ormore object attributes (e.g., types of the objects) and motion patternsituational tags to the planning module 1162.

The in-vehicle control computer includes the planning module 1162 thatreceives the object attributes and motion pattern situational tags fromthe inference module 1146, the drivable area and/or obstacles, and thevehicle location and pose information from the fused localization module1126 (further described below).

The planning module 1162 can perform navigation planning 1164 todetermine a set of trajectories on which the autonomous vehicle can bedriven. The set of trajectories can be determined based on the drivablearea information, the one or more object attributes of objects, themotion pattern situational tags of the objects, location of theobstacles, and the drivable area information. In some embodiments, thenavigation planning 1164 may include determining an area next to theroad where the autonomous vehicle can be safely parked in case ofemergencies. The planning module 1162 may include behavioral decisionmaking 1166 to determine driving actions (e.g., steering, braking,throttle) in response to determining changing conditions on the road(e.g., traffic light turned yellow, or the autonomous vehicle is in anunsafe driving condition because another vehicle drove in front of theautonomous vehicle and in a region within a pre-determined safe distanceof the location of the autonomous vehicle). The planning module 1162performs trajectory generation 1168 and selects a trajectory from theset of trajectories determined by the navigation planning operation1164. The selected trajectory information is sent by the planning module1162 to the control module 1170.

The in-vehicle control computer includes a control module 1170 thatreceives the proposed trajectory from the planning module 1162 and theautonomous vehicle location and pose from the fused localization module1126. The control module 1170 includes a system identifier 1172. Thecontrol module 1170 can perform a model based trajectory refinement 1170to refine the proposed trajectory. For example, the control module 1170can applying a filtering (e.g., Kalman filter) to make the proposedtrajectory data smooth and/or to minimize noise. The control module 1170may perform the robust control 1176 by determining, based on the refinedproposed trajectory information and current location and/or pose of theautonomous vehicle, an amount of brake pressure to apply, a steeringangle, a throttle amount to control the speed of the vehicle, and/or atransmission gear. The control module 1170 can send the determined brakepressure, steering angle, throttle amount, and/or transmission gear toone or more devices in the autonomous vehicle to control and facilitateprecise driving operations of the autonomous vehicle.

The deep image-based object detection 1124 performed by the image basedobject detection module 1118 can also be used detect landmarks (e.g.,stop signs, speed bumps, etc.,) on the road. The in-vehicle controlcomputer includes a fused localization module 1126 that obtainslandmarks detected from images, the landmarks obtained from a mapdatabase 1136 stored on the in-vehicle control computer, the landmarksdetected from the point cloud data item by the LiDAR based objectdetection module 1112, the speed and displacement from the odometersensor 1144 and the estimated location of the autonomous vehicle fromthe GPS/IMU sensor 1138 located on or in the autonomous vehicle. Basedon this information, the fused localization module 1126 can perform alocalization operation 1128 to determine a location of the autonomousvehicle, which can be sent to the planning module 1162 and the controlmodule 1170.

The fused localization module 1126 can estimate pose 1130 of theautonomous vehicle based on the GPS and/or IMU sensors. The pose of theautonomous vehicle can be sent to the planning module 1162 and thecontrol module 1170. The fused localization module 1126 can alsoestimate status (e.g., location, possible angle of movement) of thetrailer unit based on, for example, the information provided by the IMUsensor (e.g., angular rate and/or linear velocity). The fusedlocalization module 1126 may also check the map content 1132.

FIG. 12 shows an exemplary block diagram of an in-vehicle controlcomputer 1050 included in an autonomous AV 1002. The in-vehicle controlcomputer 1050 includes at least one processor 1204 and a memory 1202having instructions stored thereupon. The instructions upon execution bythe processor 1204 configure the in-vehicle control computer 1050 and/orthe various modules of the in-vehicle control computer 1050 to performthe operations described in FIGS. 10 and 11. The transmitter 1206transmits or sends information or data to one or more devices in theautonomous vehicle. For example, a transmitter 1206 can send aninstruction to one or more motors of the steering wheel to steer theautonomous vehicle. The receiver 1208 receives information or datatransmitted or sent by one or more devices. For example, the receiver1208 receives a status of the current speed from the odometer sensor orthe current transmission gear from the transmission. The transmitter1206 and receiver 1208 are also configured to communicate with thecontrol subsystem 900 described above with respect to FIGS. 1-9.

While several embodiments have been provided in this disclosure, itshould be understood that the disclosed systems and methods might beembodied in many other specific forms without departing from the spiritor scope of this disclosure. The present examples are to be consideredas illustrative and not restrictive, and the intention is not to belimited to the details given herein. For example, the various elementsor components may be combined or integrated in another system or certainfeatures may be omitted, or not implemented.

In addition, techniques, systems, subsystems, and methods described andillustrated in the various embodiments as discrete or separate may becombined or integrated with other systems, modules, techniques, ormethods without departing from the scope of this disclosure. Other itemsshown or discussed as coupled or directly coupled or communicating witheach other may be indirectly coupled or communicating through someinterface, device, or intermediate component whether electrically,mechanically, or otherwise. Other examples of changes, substitutions,and alterations are ascertainable by one skilled in the art and could bemade without departing from the spirit and scope disclosed herein.

To aid the Patent Office, and any readers of any patent issued on thisapplication in interpreting the claims appended hereto, applicants notethat they do not intend any of the appended claims to invoke 35 U.S.C. §112(f) as it exists on the date of filing hereof unless the words “meansfor” or “step for” are explicitly used in the particular claim.

1. A system, comprising: a plurality of landing pads, wherein eachlanding pad is sized and shaped to accommodate an autonomous vehicle,the autonomous vehicle comprising at least one vehicle sensor located onthe autonomous vehicle and configured to observe a field-of-viewcomprising a region in front of the autonomous vehicle; one or morelanding pad sensors located in or around each landing pad, each landingpad sensor configured to observe at least a portion of the landing pad;a control subsystem comprising a processor configured to: receivelanding pad sensor data from the one or more landing pad sensors;receive, from a first autonomous vehicle traveling to a locationcomprising the plurality of landing pads, a request for an assignedlanding pad of the plurality of landing pads in which the firstautonomous vehicle should be positioned; in response to receiving therequest for the assigned landing pad: determine, based on the receivedlanding pad sensor data, whether a first landing pad is free ofobstructions that would prevent receipt of the first autonomous vehicle;if it is determined that the first landing pad is free of obstructionsthat would prevent receipt of the first autonomous vehicle, provide anindication to the autonomous vehicle that the first landing pad is theassigned landing pad; if it is determined that the first landing pad isnot free of obstructions that would prevent receipt of the firstautonomous vehicle: determine, based on the received landing pad sensordata, that a second landing pad is free of obstructions that wouldprevent receipt of the first autonomous vehicle; and in response todetermining that the second landing pad is free of obstructions thatwould prevent receipt of the first autonomous vehicle, provide anindication to the autonomous vehicle that the second landing pad is theassigned landing pad.
 2. The system of claim 1, the processor furtherconfigured to, subsequent to determining that the first landing pad isfree of obstructions that would prevent receipt of the first autonomousvehicle: detect, based on the received landing pad sensor data, that thefirst landing pad is no longer free of obstructions; in response todetecting that the first landing pad is no longer free of obstructions:determine, based on the received landing pad sensor data, that thesecond landing pad is free of obstructions that would prevent receipt ofthe first autonomous; and in response to determining that the secondlanding pad is free of obstructions that would prevent receipt of thefirst autonomous vehicle, provide an indication that the second landingpad is the assigned landing pad.
 3. The system of claim 1, the processorfurther configured to: determine an inbound lane for the autonomousvehicle to traverse to reach the assigned landing pad from a road onwhich the autonomous vehicle is traveling; and provide an indication ofthe determined inbound lane to the autonomous vehicle.
 4. The system ofclaim 3, the processor further configured to: receive an indication fromthe autonomous vehicle that a first obstruction is detected in thedetermined inbound lane; in response to receiving the indication,determine an alternate inbound lane; and provide an indication of thealternate inbound lane to the autonomous vehicle.
 5. The system of claim4, the processor further configured to: determine that the alternateinbound lane does not lead to the assigned landing pad; and in responseto determining that the alternate inbound lane does not lead to theassigned landing pad: determine a new assigned landing pad for theautonomous vehicle; and provide an indication of the new assignedlanding pad to the autonomous vehicle.
 6. The system of claim 1, theprocessor further configured to: detect a first obstruction in a portionof the first landing pad for at least a threshold period of time; inresponse to detecting the first obstruction in the portion of the firstlanding pad, provide instructions to inspect the portion of the firstlanding pad; if an indication is received indicating that the portion ofthe first landing pad has become free of the first obstruction: providethe indication that the first landing pad is confirmed as the assignedlanding pad to the first autonomous vehicle; and flag a first landingpad sensor associated with detecting the first obstruction, the flagindicating maintenance is needed for the first landing pad sensor; andif an indication is received indicating that the portion of the firstlanding pad is not free of the first obstruction, determine that thesecond landing pad is free of obstructions that would prevent receipt ofthe first autonomous vehicle.
 7. The system of claim 1, the processorfurther configured to: determine that no obstruction is detected by anyof the one or more landing pad sensors associated with the first landingpad for at least a predefined period of time; and in response todetermining that no obstruction is detected by any of the one or morelanding pad sensors associated with the first landing pad for at leastthe predefined period of time, determine that the second landing pad isfree of obstructions that would prevent receipt of the autonomousvehicle based on a determination.
 8. The system of claim 1, wherein theautonomous vehicle is a tractor unit and the landing pad defines a zonethat is sized and shaped to fit both the tractor unit and a trailerattached to the tractor unit.
 9. The system of claim 1, wherein thelanding pad sensors comprise one or more of cameras, LiDAR sensors,motion sensors, and infrared sensors.
 10. The system of claim 1,wherein: the landing pad sensor data includes images of the landing pad;and the processor is further configured to determine whether the firstlanding pad is free of obstructions that would prevent receipt of thefirst autonomous vehicle by: detecting an object in the images of thelanding pad; determining whether the detected object is an obstructionthat would prevent receipt of the first autonomous vehicle; if thedetected object is not determined to be the obstruction, determiningthat the first landing pad is free of obstructions that would preventreceipt of the first autonomous vehicle; and if the detected object isdetermined to be the obstruction, determining that the first landing padis not free of obstructions that would prevent receipt of the firstautonomous vehicle.
 11. A method, comprising: receiving landing padsensor data from one or more landing pad sensors located in or aroundeach landing pad of a plurality of landing pads, wherein each landingpad is sized and shaped to accommodate an autonomous vehicle, theautonomous vehicle comprising at least one vehicle sensor located on theautonomous vehicle and configured to observe a field-of-view comprisinga region in front of the autonomous vehicle; receiving, from a firstautonomous vehicle traveling to a location comprising the plurality oflanding pads, a request for an assigned landing pad of the plurality oflanding pads in which the first autonomous vehicle should be positioned;in response to receiving the request for the assigned landing pad:determining, based on the received landing pad sensor data, whether afirst landing pad is free of obstructions that would prevent receipt ofthe first autonomous vehicle; if it is determined that the first landingpad is free of obstructions that would prevent receipt of the firstautonomous vehicle, providing an indication to the autonomous vehiclethat the first landing pad is the assigned landing pad; if it isdetermined that the first landing pad is not free of obstructions thatwould prevent receipt of the first autonomous vehicle: determining,based on the received landing pad sensor data, that a second landing padis free of obstructions that would prevent receipt of the firstautonomous vehicle; and in response to determining that the secondlanding pad is free of obstructions that would prevent receipt of thefirst autonomous vehicle, providing an indication to the autonomousvehicle that the second landing pad is the assigned landing pad.
 12. Themethod of claim 11, further comprising, subsequent to determining thatthe first landing pad is free of obstructions that would prevent receiptof the first autonomous vehicle: detecting, based on the receivedlanding pad sensor data, that the first landing pad is no longer free ofobstructions; in response to detecting that the first landing pad is nolonger free of obstructions: determining, based on the received landingpad sensor data, that the second landing pad is free of obstructionsthat would prevent receipt of the first autonomous vehicle; and inresponse to determining that the second landing pad is free ofobstructions that would prevent receipt of the first autonomous vehicle,providing an indication that the second landing pad is the assignedlanding pad.
 13. The method of claim 11, further comprising: determiningan inbound lane for the autonomous vehicle to traverse to reach theassigned landing pad from a road on which the autonomous vehicle istraveling; and providing an indication of the determined inbound lane tothe autonomous vehicle.
 14. The method of claim 13, further comprising:receiving an indication from the autonomous vehicle that a firstobstruction is detected in the determined inbound lane; in response toreceiving the indication, determining an alternate inbound lane; andprovide an indication of the alternate inbound lane to the autonomousvehicle.
 15. The method of claim 14, further comprising: determiningthat the alternate inbound lane does not lead to the assigned landingpad; and in response to determining that the alternate inbound lane doesnot lead to the assigned landing pad: determining a new assigned landingpad for the autonomous vehicle; and providing an indication of the newassigned landing pad to the autonomous vehicle.
 16. The method of claim11, further comprising: detecting a first obstruction in a portion ofthe first landing pad for at least a threshold period of time; inresponse to detecting the first obstruction in the portion of the firstlanding pad, providing instructions to inspect the portion of the firstlanding pad; if an indication is received indicating that the portion ofthe first landing pad has become free of the first obstruction:providing the indication that the first landing pad is confirmed as theassigned landing pad to the first autonomous vehicle; and flagging afirst landing pad sensor associated with detecting the firstobstruction, the flag indicating maintenance is needed for the firstlanding pad sensor; and if an indication is received indicating that theportion of the first landing pad is not free of the first obstruction,determining that the second landing pad is free of obstructions thatwould prevent receipt of the first autonomous vehicle.
 17. The method ofclaim 11, further comprising: determining that no obstruction isdetected by any of the one or more landing pad sensors associated withthe first landing pad for at least a predefined period of time; and inresponse to determining that no obstruction is detected by any of theone or more landing pad sensors associated with the first landing padfor at least the predefined period of time, determining that the secondlanding pad is free of obstructions that would prevent receipt of theautonomous vehicle based on a determination.
 18. The method of claim 11,wherein: the landing pad sensor data includes images of the landing pad;and the method further comprises determining whether the first landingpad is free of obstructions that would prevent receipt of the firstautonomous vehicle by: detecting an object in the images of the landingpad; determining whether the detected object is an obstruction thatwould prevent receipt of the first autonomous vehicle; if the detectedobject is not determined to be the obstruction, determining that thefirst landing pad is free of obstructions that would prevent receipt ofthe first autonomous vehicle; and if the detected object is determinedto be the obstruction, determining that the first landing pad is notfree of obstructions that would prevent receipt of the first autonomousvehicle.
 19. A control subsystem, comprising: a network interfaceconfigured to communicate with: landing pad sensors located in or aroundlanding pads, wherein each landing pad sensor is configured to observeat least a portion of a corresponding landing pad, wherein each landingpad is sized and shaped to accommodate an autonomous vehicle, theautonomous vehicle comprising at least one vehicle sensor located on theautonomous vehicle and configured to observe a field-of-view comprisinga region in front of the autonomous vehicle, and the at least onevehicle sensor; and a processor communicatively coupled to the networkinterface and configured to: receive landing pad sensor data from theone or more landing pad sensors; receive, from a first autonomousvehicle traveling to a location comprising the plurality of landingpads, a request for an assigned landing pad of the plurality of landingpads in which the first autonomous vehicle should be positioned; inresponse to receiving the request for the assigned landing pad:determine, based on the received landing pad sensor data, whether afirst landing pad is free of obstructions that would prevent receipt ofthe first autonomous vehicle; if it is determined that the first landingpad is free of obstructions that would prevent receipt of the firstautonomous vehicle, provide an indication to the autonomous vehicle thatthe first landing pad is the assigned landing pad; if it is determinedthat the first landing pad is not free of obstructions that wouldprevent receipt of the first autonomous vehicle: determine, based on thereceived landing pad sensor data, that a second landing pad is free ofobstructions that would prevent receipt of the first autonomous vehicle;and in response to determining that the second landing pad is free ofobstructions that would prevent receipt of the first autonomous vehicle,provide an indication to the autonomous vehicle that the second landingpad is the assigned landing pad.
 20. The control subsystem of claim 19,the processor further configured to, subsequent to determining that thefirst landing pad is free of obstructions that would prevent receipt ofthe first autonomous vehicle: detect, based on the received landing padsensor data, that the first landing pad is no longer free ofobstructions; in response to detecting that the first landing pad is nolonger free of obstructions: determine, based on the received landingpad sensor data, that the second landing pad is free of obstructionsthat would prevent receipt of the first autonomous vehicle; and inresponse to determining that the second landing pad is free ofobstructions that would prevent receipt of the first autonomous vehicle,provide an indication that the second landing pad is the assignedlanding pad.